Inductor generator assembly



May 11, 1948 H. M. NORMAN INDUGTOR GENERATOR ASSEMBLY Original Fl'ed Dec. 5, 19.38 2 Sheets-Sheet l lllliimfaf.

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'Patented May 11, 1948 INDUCTOR GENERATOR ASSEMBLY Horace M. Norman, Skokie, lli., assignor to Stewart-Warner Corporation, Chicago, Ill., a corporation of Virginia Original application December 5, 1938, Serial No. 243,977. Divided and this application April 26, 1943, Serial No. 484,589

7 Claims. (Cl. 1 -252) The present invention relates to electric speedometers, and is particularly concerned with the provision of a new and improved electric speedometer adaptedto be installed as a. part of the standard i'actory equipment of an automotive vehicle, and which may be used to indicate the speed of other types of vehicles and equipment. The instant application is a division of my copending application, Serial No. 243,977, filed December 5, 1938 (Patent No. 2,339,743, granted January 18, 1944) and is directed more particularly to the sending unit of the speedometer and to an odometer capable of being effectively utilized in conjunction therewith.

It has long been recognized that electric speedometes possess a number of advantages that make their use in automotive vehicles desirable, particularly where the part oi the vehicle from which the indication oi' speed is derived is located a considerable distance from the drivers compartment, as in rearengined vehicles. Among the advantages of electric speedometers are the elimination of the iiexible shaft of the ordinary mechanical speedometer with its attendant high cost, friction losses, rapid deterioration, very undesirable whipping action, and also the obtaining of a quicker response as well as more accurate readings. Another advantage of electric speedometers resides in the fact that the mileage indicator or odometer may be located at a distance from the speedometer, thereby making `it possible to provide a more advantageous distribution of the indicators upon the instrument panel.

Despite the many advantages of electric speedometers, the latter have not been used extensively because of certain diiilculties. One of the more important of these is the undesirable eiect upon theindicator of variations in the potential of the battery from which the speedometers are supplied with electrical energy and of temperature variations.

One of the primary objects of the present invention is to provide a new and improved electric speedometer requiring no external source of energy, such as a battery.

Another of the primary objectsA of the invention is to provide a new and improved electric speedometer that is economical to manufacture, easy to install, easily calibrated to give accurate readings, and one that is not likely to get out of calibration despite' the usage to which it is subjected.

A further object oi the invention is to provide an electric speedometer and odometer circuit in 2 which the odometer is energized from the battery over conductors formingpart oi the speedometer circuit, but in which the battery does not affect the reading of the speedometer. An advantage of this circuit is the reduction in the number of conductors required to give an indication of both the speed and mileage of the vehicle.

Another object of my invention is to provide an electric speedometer with` a new and improved polyphase alternating current generator or sending unit, as it may be more aptly termed.

Other objects and advantages of the present invention will become apparent from the ensuing description in the course of which reference is had to the accompanying drawings, in which:

Fig. 1 is a diagrammatic representation of the electrical circuits embodied in the electric speed indicator of the present invention and showing, in particular, the electrical connections between the sending unit, the indicator unit,4 and the f odometers; the rotors associated with the two units have been omitted for the purpose of simplicity, since they are not conductively coupled to the illustrated electrical circuit;

Fig. 2 is a vertical axial cross sectional view through the polyphase alternating current sending unit;

Fig. 3 is a horizontal cross sectional view taken along the line 3-3'of Fig. 2 illustrating in detail the cam operated switch controlling the odometer;

Fig. 4 is a horizontal cross sectional view taken along the line 4-4 of Fig. 2.

Fig. 5 is a partial vertical cross sectional view taken along the line 5--5 of Fig. 3;

Fig. 6 is a view similar to Fig. 5 taken along the line 6 6 of Fig. 3;

Fig. 'I is a transverse cross sectional view taken along the line 1-1 of Fig. 2; and

Fig. 8 is a top elevational view of a modiiied form of rotor adapted to be used with the sending unit to provide an improved alternating current wave form.

Before proceeding with a detailed description of the sending unit of the present invention, forming the subject matter of the instant application, and of the indicator unit associated therewith, forming the subject matter of my contemporaneously iiled application Serial No. 484,590, it is deemed advisable briefly to describe the general nature of the unit, the manner in which they are electrically connected to each other, and their location with respect to the odometer and its asso- -ciated circuit.

'Referring therefore, to Fig. l, it may be noted the sending unit has been indicated 'by reference ticularly suited for rear-engined vehicles, its use is not limited thereto, as it may be used just as well with a vehicle driven by an engine located at the forward end thereof or with other types of vehicles and with engines of various types.

The sending unit I is a polyphase, preferably a three-phase, alternating current generator comprising the star-connected fixed amature windings 22, 24, and 28. These windings have associated therewith a salient pole permanent magnet rotor 30 (see Figs. 2 and 4) rotated by suitable means at a lspeed bearing a constant relationship with the speed of the rear wheels of the vehicle, irrespective of whether the wheels are driven by the engine of the vehicle. The

rotation of the rotor induces a three-phase alter- The indicator unit also consists of three starconnected fixed armature windings I2, 34, and v 36, which, when supplied with alternating current, produce a revolving magnetic field, in a' torque exerted upon the speed cup is dependent 4o upon the magnitude and frequency of the alternating currents generated by the sending unit, and since both these characteristics are dependent upon the speed of rotationof the permanent magnet motor, it may be seen that the speed cup assumes a position dependent upon the speed of the vehicle.

The resistances of the armatures of both the sending and indicator units, as well as of the inter-unit conductors, are dependent upon the ambient temperature and the value of the current flowing therethrough. In order to compensate for the effect of these temperature changes a number of negative temperature coefficient series resistors are provided, and these have associated therewith a shunt connected positive temperature coeillcient resistor which, as willbe explained hereinafter. performs another function, namely, that of adjusting the reactance of the system. 'I'he negative temperaturecoemcient resistors are so located as to provide compensation even though the units may be located in regions where different temperatures obtain. For example, the sending unit may be located, as in the usual installation, in a location where it is subjected to outdoor temperatures which may range to a considerable value below zero degrees F. On the other hand, the sending unit may be driven from the transmission of a rearengined bus, where the temperature may rise to a value of approximately 200 degrees F. The indicator unit, being located in proximity to the drivers compartment, is therefore in a region where the temperature remains in the neighborhood of 70 degrees F. 'Ihe resistors are designed not only with physical and electrical choracteristics such that they provide compensation for changes in the resistance of the windings, but to overcompensate therefor, and thereby provide temperature compensation for variations in the magnetism of the permanent magnet rotor of the sending unit and in the resistance of the induction type rotor of the indicator unit. Because of the nature of the negative temperature coefhcient resistors, which have a coefficient that decreases in the higher temperature ranges, it has been found desirable to utilize additional compensating means when the sending unit is located in a high temperature region. as near the engine of a rear-engined bus. The additional compensation is provided by a stationary annular ring surrounding the permanent magnet rotor of the sending unit made of metal having a characteristic such that its permeability is considerably greater at low temperatures than at high temperatures. Either Simonds or Monel metal has been found satisfactory.

Referring again to Fig. l, it may be seen that the inter-unit conductor I4 is connected in series with a resistor Il connected between winding 28 and terminal 29 by conductors 42 and 4l. Conductor I4 is connected also to terminal 44 of the indicator unit and the latter is connected to winding 36 by a conductor 48.

Inter-unitconductor Il is connected in series with resistor 48 connected between winding 24 and terminal 50 by conductors 52 and Il. Conductor I8 is connected also to winding I! of the indicgtor unit through a terminal I4 and conductor 5 Inter-unit conductor 20 is connected in seriesk with resistor 58, located in proximity tothe indicator unit, as distinguished from the previomly mentioned resistors 38 and 4l, which are located in proximity to the sending unit for reasons to be considered in detail hereinafter. Inter-unit conductor 2li is connected to the third winding 22 of the sending unit through terminal Il and conductors 82 and B3. Inter-unit conductor 2l is connected to the third winding 34 of the indicator unit through terminal 64, conductor Il, the previously mentioned resistor 58, a zero temperature coefficient calibrating resistor BI and conductor 81.

Calibration of the indicator unit is eii'ected'by the Calibrating resistor BB and an adjustable postive temperature coeilicient calibrating resistor 68 connected directly across the interunit conductors I4 and Il,i. e., in shunt tofwindings 32 and 36. The value of the shunt mistance is controlled by an adjustable calibrating arm 10, one end of which is in electrical contact with terminal 44. The manner in which calibration is effected by adjustment of the series and shunt resistors 86 and 88 to overcome slight variations in electrical and magnetic characteristics resulting from `manufacturing tolerances and variations in material is described in greater detail hereinafter.

'I'he number of inter-unit conductorsl is reduced by utilizing inter-unit conductor." to conduct battery current utilized in actuation of the odometer 14, illustrated dIagr-ammatically and comprising a solenoid 18. Since the odometer may be of the usual construction comprising a pawl and ratchet actuated counterand an actuating solenoid, the odometer has not been described or illustrated in detail. One terminal of the solenoid 16 is connected to inter-unit conductor 20 by a conductor 18 and the other termitact is connected to the inter-unit conductor 20 through the previously mentioned conductor 62 and the other grounded at 92. Each time the cam actuated contacts are brought together, a complete energizing circuit for the solenoid 16 is completed through a circuit including, in part, the ignition switch 84 (in its closed position), the inter-unit conductor 20, and the contacts. Since the battery supplies direct current, the battery current is effective only to operate the odometer because the sending and indicator units are both insulated from ground. It has been found that the battery current has no appreciable effect upon the reading of the speedometer.

The physical construction of the sending unit olf my invention is illustrated in detail in Figs. 2 to '7, inclusive, to which reference is had in the ensuing detailed description thereof. The sending Iunit comprises a metallic base detachably mounted upon an externally threaded boss |02, preferably a part of the transmission housing of the automotive vehicle, through which extends a shaft |04 rotating at a speed directly proportional to the speed of the vehicle. The sending unit comprises also a cup-like metallic housing |06 secured to the upper part of the base |00, as by the peening indicated by reference character |08. The housing is substantially sealed against foreign particlesand the like by a detachable rubber cover ||0 provided with a relatively long tubular opening ||'2 for a cable ||4 enclosing the inter-unit conductors I4, i6, and 20, which are connected, as previously described, to the terminal bolts 39, 50, and 60 of the sending unit.

The space defined by the cup-like housing |06 is subdivided into a generator compartment ||2 and a resistor and odometer cam an'd contact compartment I4 by a relatively shallow metallic cup-like partition ||6 inserted directly into housing |06. The upper ends of the cup-like members terminate in concentric outwardly extending anges ||8 and |20, whereby the two parts are readily held in fixed relationship with respect to each other by an annular bezel |22. The latter not only secures the two cup-like members together but also seals the upper end of the inner cup-like member I6 by a combined terminal and resistor plate |24, preferably made of some material such as Bakelite. A resilient 'sealing gasket |26 is interposed between the plate and the flange of the inner housing member.

The permanent magnet rotor 30 is fixedly secured to a vertically disposed rotatable shaft |28 by a relatively short non-magnetic bushing |30 attached to an enlarged portion |32 of the shaft, as by a press fit. The rotor is held in place also by a shoulder |84 upon which it is seated and by the peened portion |36 of the bushing.

The rotorstructure is illustrated best in Figs. 2 and 4, from which it may be seen to comprise anintegral disc-like base portion |38 and a plurality of substantially axially extending spacedapart poles |40. The rotor consists of six poles, all magnetized simultaneously to produce alternate north and south poles, as indicated by the reference characters N and S in Fig. 4. The rotor is preferably formed from a single flat piece of magnetic steel by punching and stamping operations and to insure proper positioning thereof with respect to the armature teeth, it is preferable that the inner axially facing surface thereof be ground and the bushing |30 drilled with respect to it. In this connection it may be noted it is easier to drill the bushing properly than the hard metal of which the magnet is made.

To provide the additional compensation ecessary to overcome the decrease in the mc tism of the rotor at high temperatures therea is provided a stationary annular ring |4| surrounding the upper ends of the rotor poles where it is supported by a step in the housing` |06. It may be secured in place by a suitable adhesive. The ring may be made of Simonds or Monel metal or other metals, the permeability of which decreases rapidly with an increase in temperature. The ring, it may be observed, acts to shunt a portion of the flux produced by the magnet, and the shunting effect is less at higher temperatures, whereby the additional compensation required to supplement the resistors is obtained.

The rotor shaft |28, which is provided with a pair of spaced-apart bearing surfaces |42 and |44, is journaled for rotation in a sleeve bearing |46 provided with a radially extending and upwardly facing shoulder |48 at its lower end. The bearing |46 is mounted in a bearing bushing |50 iixedly secured at its upper end to the bottom |52 of the inner cup-like member ||6 as by the peening |54. The bearing is of the oilless type, and is lubricated substantially for its life by means of an annular oil-saturated felt sleeve |56 located in a space between the bearing |46 and bushing |50. The felt sleeve is seated upon the previously mentioned shoulder |43 and a centrally and downwardly extending shoulder |58 formed at the upper end of the bearing bushing |50.

The rotor shaft |28 is held against substantial axial movement by the lower end of the bearing |46 and an externally threaded bushing |60 which are provided with bearing surfaces adapted to engage the opposite ends of the rotor bushing |30. The bushing |60 is adjustably mounted in the centrally threaded aperture |62 in the base member |00 so that the end play of the shaft may readily be controlled. Bushing |60 is lliglowed to receive the lower end of the shaft A quickly detachable driving connection between the magnet shaft and the driving member |04 is provided by a square hollow |64 at the lower end of the magnet shaft and a complementary square driving portion |66 at the upper end of the driving member |04.

The armature, which comprises the aforementioned windings 22, 24, and 26, is iixedly supported by the bearing sleeve |50 which is provided with an outwardly and downwardly facing shoulder |68, against which the armature laminations |10 and end insulators |12 are held by a washer |16 over which portion the lower end of the sleeve is peened, as indicated by reference character |18.

The armature laminations, and likewise the insulating laminations |12, comprise an apertured central hub portion and radially extending substantially -T-shaped teeth |82 around which are coiled the various windings 22, 24, and 26. The flux densities in the armature are relatively 7 n low and the teeth may. therefore, be made relatively narrow,` as illustrated. This results in a decrease in'thel amount of wire required. From Fig. 4, where the lamination structure is best illustrated, it may be seen that there are nine teeth and, therefore, since it is preferred that a three-phase windingbe utilized, every third coil is connected to form a phase winding. The end terminals of all three phases are connected tgether in a manner' well known to those skilled 4 in the art to form the neutral connection of a star-connected armature, and the remaining terminals are brought out to the sending unit terminals, as described previously in connection with Fig. l. A substantially sinusoidal` wave form is provided by the illustrated construction of stator teeth 'and rotor illustrated and described above.

' Good results have been obtained by utilizing the specified number of permanent magnet poles and armature windings and by making the clearance between the magnet and armature teeth about .015 inch.

An improved wave form is 'obtainable by slightvly tapering the inner edges of the permanent magnets |88. as illustrated in Fig. 8. In this figure the rotor is indicated by the reference character 80 and the permanent magnet poles by the reference characters |80'. The inner edges |48Aof each magnet '|80' are tapered slightly to provide a more 'desirable flux distribution and thereby provide an improved wave form. It may be noted that tapering the inner edges of the magnets affects the ux distribution the same as changes in the form of the armature teeth.

The odometer circuit controlling contacts are mounted in the resistor and odometer cam and contact compartment ||8 which is defined, it may be remembered. by the inner cup-liker housing. The contact structure comprises a pair of resilient arms |88 and |88 supported upon a raised platform |80 suitably stamped from the bottom |82 of the inner housing. The arms carry opposed tungsten contacts |82 and |84, and the arms are so positioned with respect to each other that they normally are spaced apart to open the odometer actuating circuit, as indicated in Figs. 1 and 5. The lower arm |88 is made substantially longer than the upper arm, in order that it may be moved upwardly into circuit closing position by-acam |88 rotated at a speed proportional to thatof the magnet shaft. and,

' therefore, proportional to that of the vehicle through gearing to be described shortly. The lower arm |88 is positioned in electrical contact with the inner casing I|8 and is, therefore, grounded through the latter. The two contact carrying arms are insulated from each other and from their securing screws |88 by a pair of insulators 200 and 202 having bosses surrounding the screws. The upper arm has its rear end bent at an angle upwardly. as indicated at 208, to provide a'terminal for theI conductor 82.

The contact actuating cam |88, which is preferably made of some suitable insulating material, is amxed to a cam shaft 208 journaled for rotation 'in a pair of upstanding apertured brackets 208 and 2 i0.` The bracket 208 is formed by pressing up a portion of the bottom of the inner housing ||8 and the bracket 2|0 is preferably a right angled bracket, the horizontal portion 2|2 of which is mounted upon a raised platform 2|8 stamped from the bottom |82 to which it is secured by screw 2M in a position determined by a pair of dowels 2 8.

The cam shaft 208 is rotated by a shaft 2|8 vthe shaft 2|8: and (2) worm mounted aboveandatrlghtangleetheretoina bracket 2| 8 formed integrally with the bracket 2|02|2 and upon a punched-,up bracket 228. Rotation of the magnet `shaft |28 is to the cam shaft through (l) worm gearing 222 formed at the upper end of the magnet shaft. and helical gearing 228 cooperatively associated therewith and formed intermediate the ends of gearingv 228 formed at the end of the shaft 2I8. and helical gearing 228 formed upon an enlarged portion oi' the cam shaft 208.

The armature windings 28,v 2l, and 22 are con nected by conductors 88, 88, and 8,8 to resistors 88, I8, andto conductor 82, respectively. Conductors 88, 88, and 88 are brought out from the compartment ||2 through the opening left by the punching of bracket 228, and are insulated from the metal of the inner housing |8 by a rubber grommet 288 (see Pig. 3). Conductors 48. 88, and 82 are prevented from being entangled with the gears in compartmenty ||8 by a bracket 28| punched out from the side -wall of housing ||8 `(see Figs. 3 and 5).

The combined terminal and resistor/carrying insulator plate |28 supports the previously mentioned terminal bolts A88, 88 and 88. which are ee cured thereto by means of a plurality oi-lock washers and nuts 282. The inter-unit conductors terminate in apertured terminals 288, which are securely fastened to the terminal bolts by nuts288 and suitable lock washers 288. The terminal bolts are provided with enlarged heads better to enable the attachment of a pair ofre sistor terminals 288, by bolts 88 and 88, to which ends of the negative temperature coefficient resistors are attached. The opposite ends of the resistors are supported by similar terminals 288 secured to the insulating plate by rivets 282 (see Figs. 2, 5, and 7).

Among the noteworthy advantages of my.|nvention maybe mentioned the simplicity of man -ufacture of the various parts and the assembly thereof to form the sending unit. The various resistors and terminals are adapted to be mounted upon an insulating closure plate easily attached to its associated unit. The armature and armature windings are readily assembled as a sub-unit with its associated shaft, and this unit is easily attachable to its housing. The rotor of the indicating unit is also easily assembled as a sub-unit, which may be readily positioned with respect to the other sub-units. ,l

In operation the various windings and resistors of the indicator unit, the sending unit, and the odometerare connected electrically, as indicated in Fig. 1. When so connected andthe permanent magnet rotor shaft |28 is connected to the transmission by means of the driving member |88 and the ignition switch 88 closed to complete the odometer circuit, then, when the automotive vehicle moves, the permanent magnet rotor is rotated at a speed proportional to that of the vehicle to induce a polyphase alternating current in the fixed armature of the sendingunit. vThis polyphase alternating current is transmitted to the indicator unit over the three inter-unit conductors I4, I8, land 20. The polyphase alternating currents flow through the fixed armature of the indicator unit and produce a revolving field which inducesrotation of the speed cup, heretofore referred towith a torque dependent upon the speed of the vehicle. Rotation of the speed cup is resisted by the spiral hair spring, heretofore referred to, so that the speed cup mum a position dependent upon the speed of the vehicle.

The odometer 'Il is actuated intermittently when the vehicle moves and when the ignition switch Il is closed, as it ordinarily is when the vehicle -is moving. Each time the cam |96 effects engagement of contacts |92 and |94, the solenoid is energized through a. previously described circuit, which includes the battery 82 an-d the interunit conductor 20. I'he direct current flowing through this circuit has no appreciable effect upon the armature windings or upon the reading of the speedometer.

The permanent magnet rotor of the sending unit is preferably rotated at a speed of 2,000 R. P. M. when the vehicle is traveling at a rate of 60 M. P. H. This speed is, as known to those skilled in the art, approximately twice as fast as the speed of the permanent magnet rotor of a mechanical speedometer. Rotation of an integral permanent magnet, rather than of a wound armature, eliminates slip rings and brushes with their attendant wear, variable resistances and the like, and also the likelihood of the windings being deleteriously affected by long continued rotabe rotated at speeds indicated above, these values may be modified. The indicator unit associated with the sending unit comprises an armature, the phase windings oi which each consist of two series connected coils each having 86 turns of No. 26 double enameled wire. The phase windings of the sending unit armature have a resistance of about two ohms, measured from terminal to neutral and those of the receiving unit have substantially the same resistance.'

'The described construction and arrangement of the sending unit provides a substantially sinusoidal wave form. However, slight variations from a sine wave do not materially affect the operation of the speedometer as a whole, because the higher harmonics do not exert a substantial torque because of their high frequency. It is this factor, that is, the increase in torque with increase in frequency (up to a certain value of frequency and for further increases in frequency a decrease in torque), which governs the sending unit rotor speed. It is not desirable lto increase the fundamental frequency of the generated current too high.

The negative temperature coefiicient resistors may all have identical values, but since the manufacturing processes by which they are made produce slight variations, the resistor 58 at the receiving unit is chosen to have a resistance of approximately four ohms, while the resistors at l the sending unit have values of yabout four and ilve ohms. The zero temperature coelcient compensating resistor 66 has a value of approximately two ohms, and the positive temperature coefficient resistor has a total value of about thirty-two ohms and may be varied from this value to about twenty-two ohms by the calibrating arm 10. The various resistors may be made from suitable materials presently available on the market.

The negative temperature coefllcient resistors and the positive temperature coeillcient shunt resistor function to offset the change of resistance of both the armature windings and the speed cup irrespective of whether it be due to changes 10 in ambient temperature or current flow. The negative temperature coefcient resistors have substantially the same physical proportions, and

, when located as described. i. e., two at the sending unit and one at the indicator unit, then uniat. the sending unit are designed to overcompen-l sate for variations in resistance of the windings because of temperature changes, i. e., they decrease the resistance somewhat more than the resistance is increased by a rise in temperature, and vice versa. The eilect of this overcompensaf tion is to provide compensation for the effector temperature changes upon the magnetism of the permanent magnet rotor, which decreases with an increase in temperature. A decrease in the strength of the magnetism upon an increase in temperature results in a decrease in the magnitude of the .current but, since the resistance of the negative temperature coemcient resistors decreases more than enough to compensate for the decreases in magnitude resulting from an increasein thetemperature of the windings, compensation is provided for the decrease in magnetism.

Negative temperature coelcient resistors available in the market (having a resistance of four ohms plus or minus ten percent at 'Z0 degrees F. and exhibiting a negative resistance change of .8 ohms plus or minus ten per cent for a temperature change from 0 to 100 degrees FJ' as well as the usual negative temperature coelcient resistors made of carbon or 'carbon compounds exhibit a characteristic that varies with the range in temperature. At lower temperatures the unit change in resistance per unit change in temperature is comparatively greater than at high temperatures. `It has been found that when the sending unit is placed in a region of 200 degrees F., the aforementioned resistors obtainable in the market do not provide sufcient compensation. An excellent way to provide the additional compensation is by utilizing the annular fixed ring |4|, the magnetism of which decreases with increases in temperature suillciently to provide the desired additional compensation. Since the magnetism is greater at lower temperatures than at higher, more of the fluxv available from the permanent magnet rotor is shunted from the armature windings at lower than at higher temperatures, i. e., as the temperature increases the decrease in the strength of the permanent magnet is compensated for by decreasing the amount of flux shunted by the ring.

It should be observed that the ring may be used, not only in conjunction with the negative temperature coeiilcient resistors, but also in place thereof. By properly choosing a ring it may be made to overcompensate, that is, increase the effective magnet strength more than it is decreased by a change in temperature, and vice versa, thereby to compensate, at least in part, for changes in resistance of the amature winding.

The negative temperature coeicient and positive temperature coemcient resistors 58 and 68 at the indicator unit are also designed conjointly to eect similar overcompensation for resistance variations and thereby compensate for variations in the resistance ot the induction type rotor 11 occasioned by temperature changes. The action of resistor 58 is the same as that of the resistors heretofore described. 'I'he shunt resistor, even though it has va positive coefficient, actually exhibits the characteristics of a negative tempera- .ture coefficient resistor because of its location in the circuit. When the temperature increases, its resistance increases so that a lesser portion of the total current flows through it', thereby to increase the portion of the current flowing through the armature winding.

The shape of the deflection-speed curve of the indicator unit is governed by the ratio of the resistance to the reactance in the circuit as a whole. This ratio can be adjusted by varying the values of the series resistance B8, the variation of which has no effect upon the reactance. and of the shunt resistance 88, the variation oi' which is the equivalent of a combined change oi' resistance and reactance. Consequently, it is possible readily and properly to calibrate the indicator for various types of hair springs as well as for variations in the physical construction of units which determine the reactance of the system.

Ordinarily, calibration may be effected at three points, at a minimum point of M. P. H., where the indicator becomes effective, an intermediate point oi' 30 M. P. H., and at a high point of 60 M. P. H. The irst calibration is governed by the hair spring and stop location, and the two others are obtained by selective variation of the two resistors to make the deflection-speed curve pass through the proper points-i. e., to make the indicator read 30 and 60 M. P.H. when the vehicle is moving at these speeds.

While'I have indicated my invention is applicable for indicating the speeds oi' automobiles. it should be understood that this is its preferred use and that the indicator may be utilized to indicate the speeds of other moving objects. However, there are particular advantages that make the invention peculiarly adapted for use in vehicles.

Having thus described my invention, what I claim as new and desire to secure by Letters Patent is: A

1. In apparatus of the type described. the combination including, structure comprising a pair oi' apertured parallel walls defining two adjoining compartments, a cylindrical sleeve-like support secured to one wall coaxially with respect to the aperture therein and extending a substantial distance toward the other wall. said support havine' an outwardly extending shoulder facing said other wall, armature teeth defining laminations surrounding said sleeve. means securing said laminations therebetween and said shoulder. an armature winding entirely to one side of said one wall supported by said laminations, a sleeve bearing mounted within said sleeve-like support, said bearing having a bearing surface facing said other wall, a shaft extending through said bearing into the other compartment provided with a hub, a bushing adjustably mounted with respect to said other wall for rotatably supporting said shaft against substantial end play therebetween and the sleeve bearing, a permanent magnet rotor mounted on said hub, gearing formed upon the end of the shaft extending into the other compartment, gearing supported entirely by said one wall, a cam' actuated thereby and also mounted upon said one wall, and normally open electrical contacts supported by said one wall 12 intermittently closed by said cam when said shaft is rotated.

`2. In apparatus of the type described. a unitary structure comprising a plurality of sub-units readily attachable together to form' said structure, one of said units comprising a'. flanged cuplike housing, a coaxially disposed shaft terminating in a geared portion rotatably supported thereby and a permanent magnet rotor nxediy mounted upon said shaft, an other of said units comprisinga shallower hanged cup-like housing having a coaxially disposed tubular support extending therefrom, a bearing supported concentrically of the tubular support to receive the shaft. an armature supported by said tubular support in magnetic relation to the rotor, a normally open electrical contact structure and gearing adapted to be engaged by said shaft when the two subunits are assembled together, and a third o! said units comprising a closure plate of insulating material for the open ends of said housings, and resistors and terminals supported thereby. conductors connecting said resistors and terminals to said winding and contact structure, and means for securing said units in assembled relation.

3. In apparatus of the type described, a subunit assembly, including in combination, a cup like housing, a tubular dependent support coaxially located with respect to the transverse portion of said housing and extending from the housing, abearing mounted within the interior oi' said support, a wound armature nxedly mounted externally of and supported solely by said support, a cam and speed reducing cam actuating gearing supported solely by the transverse portion of said housing and located to cooperate with a shaft passing through said bearing, and electrical contacts also supported solely by the transverse portion of said housing adapted to be operated by the cam and its actuating gearing.

4. In apparatus of the type described, the combination including, an apertured generally cuplike housing, an apertured base defining support therefor, a bearing supported by said base, a shaft rotatably supported by said bearing, a permanent magnet rotor supported by said shaft within said housing, a second apertured generally cup-like housing supported within the first, a tubular support coaxially located with respect to the aperture extending from said housing, a bearing supported within the tubular member and cooperating with said first bearing rotatably to support said shaft, and a wound armature fixedly mounted upon and located externally of said tubular support concentrically with respect to said rotor.

5. In apparatus of the type described, the combination including, a fixed three-phase star-connected armature Winding comprising spaced apart tooth defining laminations, and a pennanent magnet rotor having spaced apart generally rectangular poles extending axially of the rotor shaft and in the direction of the teeth, the opposed inner edges of each pole being tapered to provide flux distribution such that the armature winding produces a current having substantially a sine Wave form as the rotor is rotated about the armature.

6. In apparatus of the type described, the combination including, a ilxed three-phase star-connected winding comprising spaced apart substantially T-shaped tooth defining laminationsl and a permanent magnet rotor having spaced apart generally rectangular poles extending axially of the rotor shaft and in the direction of the teeth. the armature facing surface of the rotor being substantially cylindrical, and the peripheral portions of the tooth deiining laminations being curved to have a radius of curvature less than the radius of curvature of the inner surface of the rotor, thereby to provide a flux distribution such that a current having a substantially pure sine wave form is produced in the winding as the rotor is rotated thereabout.

7. In apparatus of the type described, a unitary structure comprising a plurality of sub-'units readily attachable together to form said structure, one of said units comprising a flanged cuplike housing, a. coaxially disposed shaft terminating in a geared portion rotatably supported thereby and a permanent magnet rotor xedly mounted upon said shaft, and another of said units comprising a shallower anged cup-like housing having a coaxlaliy disposed tubular support extending therefrom, a bearing supported .concentrically of the tubular support to receive the shaft, an amature supported by said tubular support in magnetic relation to the rotor, a normally open electrical contact structure and gearing adapted to be engaged by said shaft when the two sub-units aire assembled together.

' HORACE M. NORMAN.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Number Name Date Re. 17,232 Fitzgerald Mar. 12, 1929 216,632 Tillinghast June 17, 1879 0 Number 14 Name Date Weissenthanner Feb. 13, 1900 Bonbright Apr. 30, 1935 Weiss et al June 11, 1912 Grubman Dec. 19, 1916 Kent Apr. 10, 1917 Sparks May 22, 1917 Leake Apr. 8, 1919 v Luzzy Sept. 19, 1922 Kaishing Oct. 14, 1924 Pattay Nov. .8, 1927 Hollenbeck Feb. 25, 1930 Howe Mar. 3, 1931 Hammond June 20, 1933 Battlegay Oct. 31, 1933 Weston Dec. 5, 1933 French Dec. 11, 1934 Dunham et al J an. 22, 1935 Bohlr et a1 Mar. 12, 1935 Wer Apr. 30, 1935 Haydon July 28, 1936 Kalin Feb. 23, 1937 Johnson et a1. Mar. 2, 1937 Collins Jan. 18, 1938 Liner Mar. 22, 1938 Harmon Nov. 22, 1938 Lux Dec. 23, 1941 FOREIGN PATENTS Country Date Great Britain Feb. 16, 1938 OTHER REFERENCES Electrical Machine Design, by Gray, second 35 edition 1926, page 175.

Certificate of Correction Patent No. 2,441,282.

HORACE M. NORMAN It is hereby certified that errors appear in the printed specification of the above numbered patent requiring correction as follows: Column 14, line 3, list of references cited, for Apr. 30, 1935 read Jan. 26, 1.909; line 10, for line 19, for Bohlr etal. read Botli et al.; line 2 said Letters Patent should be read with these correo conform to the record of the case in the Patent Office.

Signed and sealed this 12th day of October, A. D. 1948.

May 11, 1948.

Kaishing read Katsling; 0, for Wer read Ufer; and that the tions therein that the same may THOMAS F. MURPHY,

Assistant Uommim'oner of Patents. 

